Engine powered from external every force

ABSTRACT

A rotary energy converter embodied as a continuous combustion motor wherein the combustion process or heat-energy supply is external to the internal power producing chamber and rotors. A sealed internal power producing chamber is provided with a high heat latency fluid which can absorb heat energy and transform it into rotary motion through a central rotor and two peripheral rotors.

United States Patent 11 1 Spinnett 1 Jan. 28, 1975 [5 ENGINE POWERED FROM EXTERNAL 2,839,888 6/1958 Mallory 60/27 x ENERGY FORCE 2,869,522 1/1959 Murean.....

' 3,066,851 12/1962 Marshall [76] Inventor: Raymond G. Spinnett, 2531 S. sultil 3,288,076 11/1966 Bjorndal 418/196 St., Santa Ana, Calif. 92704 [22] Filed: June 4, 1973 Primary Examiner-Martin P. Schwadron Assistant ExaminerAllcn M. Ostrager [21] Appl' 366618 Attorney, Agent, or Firm-Alfred W. Kozak Related US. Application Data [62] Division of Ser. No. 281,645, Aug. 18, 1972. 57 ABSTRACT 52 us. (:1 60/530, 60/509, 123/831, A rotary energy converter embodied as a continuous 418/196 combustion motor wherein the combustion process 01' 51 Int. c1. F01k 25 02 heat-energy Supply is external to the internal power 58 Field of Search 60/530, 531, 508, 509, Producing Chamber and mors- A Sealed internal 60/512, 515 power producing chamber is provided with ahigh heat latency fluid which can absorb heat energy and trans- [56] References Cited form it into rotary motion through a central rotor and UNITED STATES PATENTS two Peripheral rotors 2.789.415 4/1957 Motsinger 60/27 X 6 Claims, 13 Drawing Figures PATENTEU M2 SHEEP EM 6 I a: 5 M

ENGINE POWERED FROM EXTERNAL ENERGY FORCE This is a division of application Ser. No. 281,645 filed Aug. 18, 1972.

CROSS REFERENCES TO RELATED APPLICATIONS The present inventionand application is related to my previous US. Pat. Nos. 3,463,128 entitled Rotary Engine and 3,640,252 entitled Rotary Internal Combustion Engine." Reference to said U.S. Pat. No. 3,640,252, and especially the drawings thereof, will be most helpful in understanding the developments of the present invention and said patent is deemed included herein by reference.

BACKGROUND OF THE INVENTION Many different types of rotary energy converters exist in the prior art, and many of these present significant advantages over the reciprocating piston-cylinder type engines currently in use for the automobile engine, for air compressors, motor-generators, and various other applications.

Although the Wankel engine has now begun to achieve some prominence as a replacement for the piston-cylinder type engine, in automobiles and other applications, it was conceived in an era when our presently acute awareness of the air pollution problem had not yet developed to its present awareness. This could also be said of my earlier US. Pat. No. 3,463,128.

While the Wankel engine has been recognized as only an interim solution to the problem of air pollution since it also requires afterburners and catalytic converters, it would seem that much more improvement is required in the near future in order to handle the nowcritical air environmental problem. My recent US. Pat. No. 3,640,252 was a step in that direction since it provided for recycling of burned gases for improved vaporization of fuel and damping of the combustion process for reduction of nitrous oxides. It also provided for the elimination of burning oil in the engine and for mixing fresh air with exhaust gases without external accessories.

My further research into the environmental problem in relation to engines and other energy-mechanical motion converters have led to greater and more significant improvements in rotating abutment-type rotary energy converters.

My analysis and work in the conversion of mechanical energy to useful fluid pressure, and the conversion of energy in the form of fluid pressure to useful mechanical energy (and including the case of internal combustion) have brought forth optimized elements and configurations which most satisfactorily handle the conversion of energy into different forms using the principle of rotary and interleaving abutments.

SUMMARY OF THE INVENTION The present invention involves an optimal arrangement of rotating and interleaving abutments most easily adaptable to fluid-mechanical and mechanical-fluid energy conversion including the case of combusting fluids. A basic configuration of chambers and internal rotating hubs with abutments is provided such that adjacent rotating elements interleave to form sealed function-chambers permitting entrapment and release of fluids While at the same time the rotating elements are connected to maintain a timed relationship which also transmits forces.

Three embodiments are used to show the applicability to compressors (mechanical-fluid energy conversion), to a compressed air driven motor (fluidmechanical energy conversion), and to an internal combustion engine (mechanical to fluid and fluid to mechanical energy conversion).

The elements and configuration provided in these rotary energy converters provide simplicity, versatility, and high efficiency, with a variety of advantages when used in the various embodiments.

In the present invention, as in my US. Pat. No. 3,640,252, precisely formed non-circular curve faces are not required on the arcuate faces of the pistonabutments and valving-abutments. I have found that the ideal motion traced by a rotating piston-abutment around a valving-rotor abutment is described by a prolate epicycloidal curve which then can be circularly approximated since a liberal running clearance is permitted between the faces of adjacent rotors in lieu of gear accuracy and backlash allowances. Excellent sealing is provided and does not require precise angular relationships since each rotor and its abutments is sealed by juxtaposition to the chamber walls as explained in my US. Pat. No. 3,640,242.

The present invention is set up to use a casing having chambers wherein rotary elements (rotors having extended protrusions or abutments) which interleave to form sealed functionchambers which entrap and release fluids and which provide rotary mechanical motion. The abutments or may also be called lobes such that the head or periphery of each piston-lobe or abut ment runs close to the hub of the adjacent rotor in such manner that sealing between the two rotors is achieved without dependence upon precise angular relationships, and each of the rotors in turn alternately provides sealing between its peripheral-head and the hub of the adjacent rotor.

One embodiment has the central rotor pistons supported by a disc and wherein the abutments are of the lobe type and the head-periphery of the pistons is sealed against the hub of the abutment valving rotor while also the head-periphery of the abutments is sealed against the stator or casing walls.

Thus in each of the embodiments, sealing is provided between rotors and case or between rotors without the need for precision gearing or precise computer-derived curves, so that great versatility can be realized in applying the invention to varied uses.

When the invention is applied as a compressor for gaseous media or fluids, it provides a unique feature of regenerative compression for high output pressures in a single stage of compression by recycling part of the compressed gases back into the compression functionchannel of the next succeeding compression phase of the compressor. The actual weight of the charge thus fed back is proportional to the pressure head against which the compressor is working; therefore a positive feedback is provided around the normal volumetric compression ratio of the compressor such that the power available to drive the compressor and the relative leakage at a given speed will limit the head pressure that can be achieved by this compressor.

When applied as a vacuum pump, a relatively high vacuum can be achieved in a single pumping action.

When a plurality of these pumps are cascaded, a further increase in vacuum pumping action can be realized.

When applied as a utilizer for converting gas or fluid pressure to rotary mechanical motion, the symmetrical embodiment of the invention provides reversible rotary action with no dead-center effect since the abutment valving rotor as well as the piston rotor contributes to the the output torque through a part of each rotation of the rotors. Reversing the direction of the gas or fluid flow, or interchanging the inlet and outlet ports gives reversible rotation of the output shaft. Output can be taken off any or all of the rotor shafts since some of the power is contributed by each rotor. The central piston rotor, however, will normally be used as the output power rotor since its output is greater than each of the valving abutment rotors.

By using the embodiments of the compressor and utilizer with a combustion chamber having fuel injection and ignition means, there is provided anembodiment of a continuous combustion engine. In this simple and basic embodiment all of the desirable features of my U.S. Pat. No. 3,640,252 are retained together with the improvements provided by the present invention which includes: greater simplicity and efficiency, larger displacement for a given rotor diameter, a virtually con.- stant pressure continuous combustion cycle which is significantly preferable to a pulsating on-off type of combustion cycle, and adaptability to the use of high temperature, high strength ceramic material for the rotors and casing capable of reducing the loss of heat energy which loss is characteristic of metallic type rotor and stator construction.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be more adequately understood by reference to the following drawings which accompany the attached specification and wherein:

FIG. 1A is an embodiment of the invention when used as a dual regenerative compressor and shows a top view of the interior mechanism; FIG. 1B is a view in elevation of a central cut taken through the compressor;

FIG. 2A is an embodiment of a dual symmetrical utilizer showing a top view of the interior mechanism; FIG. 2B is a view in elevation of a central cut taken through the utilizer;

FIG. 3A is an embodiment of a continuous combustion engine and shows a top view of the interior; FIG. 3B is a view in elevation of a central cut taken through the engine.

FIG. 4A is a diagram showing a valving rotor abutment cavity used as a stationary reference for the motion of a piston-abutment interleavingly moving about it to describe the curve of a prolate epicycloidal trace; FIG. 4B is a diagram showing more detail in the cooperative interleaving as between the piston rotor and the abutment valving rotor.

FIG. 5A is a drawing of an embodiment of a continuous combustion engine with ram intake; FIG. 5B shows the fuel-injector igniter which can be used in the combustion chamber of this and other embodiments.

FIG. 6 is a drawing showing an embodiment of the invention as a continuous combustion engine with high pressure cooling.

FIG. 7 is a drawing showing a continuous combustion engine with arrangements for cooling and heat redistribution.

FIG. 8 is a drawing of an external combustion engine with a sealed internal fluid for power generation.

DESCRIPTION OF COMPRESSOR EMBODIMENT As will be seen in FIG. IA an embodiment of the dual regenerative compressor is shown with an enclosing casing 20. Within the casing are three circular and annular chambers which may be designated as a central chamber 38, a first peripheral chamber 76, and a second peripheral chamber 75. The central chamber 38 is seen having common-chamber areas 62 and 61 with the first peripheral chamber 76 and the second peripheral chamber respectively. Within the three chambers are provided three abutment rotors, the central rotor 2. the first peripheral valving rotor 40, and the second peripheral valving rotor 24.

Fluids are taken in through intake ports 60, and 60,-. Exhaust fluids are vented through exhaust ports 60, and 60,.

The central rotor 2 is mounted on a shaft 12 by means of two rotor discs 2,, and 2,, shown in FIG. 18. to which are attached three piston-abutments shown as 2,, 2,, and 2,. Referring (FIG. IA) to piston'abutment 2,, it will be seen that the piston-abutment has a convex leading face 2L, a convex trailing face 2,, and a head surface (periphery) marked as 2,,. The arcs of 2L and 2, follow the sides of a circle whose center is shown at point M.

The stationary core or disc 3 has two cutouts shown on opposite sides which have a concave face and are designated 3L and 3,.

The central chamber 38 has an upper section 38, and a lower section 38, wherein fluids are trapped between the two piston abutments (function-channels) as they rotate past the casing 20.

The first peripheral valving rotor 40 is seen having three abutments or protrusions 40,, 40 and 40, which rotate around a stationary core or disc 42 which is mounted around shaft 47. Referring to valving abutments 40,, and 40 it will be seen that the abutment side faces are concave and have a leading edge or face 40L and a trailing face 40,. The head or peripheral arc of the abutment is convex and designated as the head 40,. The concave arcs of the side faces of the abutments follow an arc of a circle whose center is shown at C Likewise the second peripheral valving rotor 24 has three abutments 24,, 24 and 24 having leading edges or faces 24L, trailing faces 24, and head area 24,. The rotor 24 has a stationary core or disc 26 around shaft 28. A cutout 24,, is provided on core 26 for clearing of the rotating head face area 2,, which interleaves with the peripheral rotor abutments during rotation. The side faces of the abutments are concave and follow the arc of a circle whose center is shown at point C,.

The intake ports 60,- and 60, are provided with an expanding throat shown at 60,, and 60, where the casing is rounded off to provide the throat area.

The exhaust ports 60,. and 60, have formed within them a channel with lips 20, and 20,. juxtaposing the head areas 40, and 24,, of the peripheral abutments.

FIG. 1B shows in elevation a central cut through FIG. 1A. The central rotor 2 is mounted on shaft 12 having an output shaft portion 12,. The main shaft I2 is supported by bearings 5 and 6.

The first peripheral rotor 40 which comprises discs 40, 4 and lobes 40,, 40 and 40 is attached to shaft 47 which is held by bearings 44,, and 49.

The second peripheral rotor 24 which comprise discs 24 M and lobes 24 24 and 24, is fastened to shaft 28 which is supported by bearings 29,, and 33.-

Each of the rotors 40, 2, and 24 has astationary central core, or disc'42, 3,,, and 26 respectively, about which each respective rotor rotates.

As further seen in FIG. 1B, the central rotor 2 is .attached to upper and lower carrier discs marked 2, and 2 The first peripheral rotor likewise has carrier discs 40,, and 40, and the second peripheral rotor 24 has upper and lower carrier discs 24,, and 24 All of these carrier discs rotate with their respective rotors and are considered part of the respective rotors.

Reference may be made to my U.S. Pat. No. 3,640,252 and especially to the exploded view of FIG. 3 thereon for a greater visualization of the above elements.

Central chamber 38 is shown occupied by rotor 2 while chamber 76 is occupied by rotor 40 and chamber 75 is occupied by rotor 24. Shaft 12 of rotor 2 is fastened to a gear 8 while shaft 47 of rotor 40 is fastened to gear 50, and shaft 28 of rotor 24 is fastened to gear 34. The three gears 8, 50, and 34 are interconnected as shown in FIG. 1B.

Each of these gears has a gear pitch line within the gear teeth, which pitch line is marked 50,, 8,, and 34,, respectively, in FIG. 1B.

Power or torque, when applied to shaft 12,, will operate the rotors for delivery of compressive work on fluids or for provision of a useful vacuum, depending on the use made of the intake and exhaust ports.

Compressor Operation Air, gas, or other fluid is applied to intake ports60, and 60, for intake into the first peripheral chamber 75 and the second peripheral chamber 76. For simplification of explanation, the fluid may be regarded as entering intake port 60,. Torque or mechanical motion is applied to shaft 12,, causing the rotation of rotors 2, 40, and 24. The incoming fluids are pushed into the 38 portion of chamber 38 by the piston abutments 2,, 2 and 2 and the peripheral valving rotor abutments 40,, 40 and 40,, which operate in interleaving fashion with 2 2 and 2,. The fluid is then forced through chamber portion 38 where it is compressed between the head 2,, of, for example, abutment 2,, and the concave surfaces of peripheral abutments 24,, and 24,. As therotation of rotor 24 and rotor 3 proceeds, the fluids are further moved by the abutments of rotor 24 around to the exhaust port 60, where they are forced into a compressed gas tank.

Likewise, the rotation of the main rotor 2 pushes fluids through chamber portion 38 out to the other exhaust port 60,, (which may be made common to exhaust port 60,) to the compressed fluids tank. Furthermore, rotating motion of the abutments of rotor 40 also carrier intake air from port 60,- over to exhaust port 60,, to add further pumping action to the output.

The operation of this embodiment for the compression of fluids is in some respects similar to the compression phase of internal combustion engines of the rotating abutment type as exemplified in my U.S. Pat. No. 3,640,252 and others. The present invention and the embodiment is, however, considerably more advantageous in that regenerative feedback of some of the compressed fluids into the next succeeding compression phase is deliberately facilitated, whereas in the prior art, including my U.S. Pat. No. 3,640,252, the regenerative effect was minimized or not used at all.

As a result of continued research in rotating abutment type energy converters, l have discovered that a very beneficial result can be achieved by. allowing some of the compressed fluids or charge from each compression phase which is unavoidably trapped between the leading edge of each abutment and the head'of each piston as it begins to pass between two adjacent abutments in the common chamber areas 61 and 62. The extra fluid that is fed back adds to the total volume of fluid that is trapped between two adjacent pistons at the beginning of each successive compression phase, thus increasing the initial pressure of the charge trapped between two pistons to a valve above atmospheric pressure.

Taking a series of successive compression phases which occur during rotation of the abutments due to externally applied torque and considering the case where the compressor is pumping against a head pressure, the regenerative compression effect becomes cumulative so that the amount of air or fluids trapped between the pistons is increased as the head pressure increases.

If the volumetric ratio (the ratio of the volume of space between adacent pistons to the volume of the space at the end of a compression phase just before the exhaust port closes) is, for instance 8:1 and the total weight of fluid charge between the pistons is 10 milligrams of air (or gas) at atmospheric pressure, the fluid trapped in the end space at the end of a stroke (such as the space between abutments 24b and 240) will be 1.25 milligrams with no head pressure. (other than 1 atmosphere) against the exhaust (outlet) port 60, of the compressor. This 1.25' milligrams will be fed back so that 11.25 milligrams of air (or other fluid) will be trapped between the next pair of pistons (as between 2, and 2,- of rotor 2).

.If, however, the head pressure increased to 2 atmospheres by continuation of the action of the compressor, then this same end space at the end of each compression cycle, would be entrapping 2.50 milligrams of air or fluid and feeding it back between the next interleaving pair of pistons so that 12.50 milligrams of air or fluid would be entrapped therebetween.

Again, if the compressing action continues until the head pressure increased to 4 atmospheres, the end space would contain 5.00 milligrams of air, and 15.0 milligrams of air or fluid would be trapped between the next oncoming pair of pistons.

At 8 atmospheres of head pressure, the end space" would contain 10.00 milligrams of air or fluid, and the next oncoming pair of pistons would entrap 20.00 milligrams of air or fluid.

If some of the air or fluid being compressed is also at the same time being utilized or released to do work, but at the same time the head pressure is kept at 8 atmospheres, then l0.00 milligrams of air or fluid would be fed back to maintain the value of 20.00 milligrams of air entrapped between each pair of pistons; and thus 10.00 milligrams will be available as a useful output. This is stated under the ideal conditions of isothermal compression and zero leakage.

But it should be understood that, assuming these same ideal conditions, a reciprocating piston-cylinder type compressor with a corresponding volumetric ratio of 8:1 would retain the full charge within the cylinder at 8 atmospheres of head pressure, and the available output would be zero because all of the air (or gas or fluid) would be re-expanded within the cylinder and no fresh charge would-bebeing taken in.

Obviously there would be some losses in an actual situation with a practical compressor under actual operating conditions. However, the advantages of the regenerative feedback can be readily-s'een through this idealized example. f

At relatively high operating speeds, where relative leakage is low, this type of regenerative rotary compressor offers steady output of high pressure capability with a high delivery efficiency, whereas a reciprocating piston-cylinder type compressor suffers diminished delivery as the head pressure becomes higher in value.

The rotary compressor embodiment of this invention also offers the important advantage that glass, ceramics, plastic, and other non-corroding material can be used in its construction sincethere is no frictional or contacting surfaces within the compressor channels. Additionally, the output is free from pollution by lubricating oil and its carbon-sludge by-products.

Furthermore, the above described embodiment is equally-useful as a vacuum pump which is relatively free from pulsation at the intake. The operative use as a vacuum pump is similar in operation to the operative description above except that the regenerative feature has little effect where no head pressure is encountered.

Description of Utilizer Embodiment In the embodiment of the invention, designated as a Symmetrical Utilizer, wherein gas, vapor or other fluid pressure may be used to'produce mechanical motion output such as usable torque on an output shaft, reference is now made to FIG. 2A. It will be seen that the elements of FIG. 2A basically follow the same configuration and parts as described under the description for FIG. 1A. However, a-few differences must be noted and explained.

It will be seen that whereas the exhaust or outlet ports 60,. and 60, of FIG. 1A have extended lips 20,, and 20,, this is not true of the Utilizer embodiment of FIG. 2A where the throat of the ports are symmetrically widened as seen at 20,, and 20,,'. Further, where the compressor of FIG. 1A has stationary discs 42 and 26 within the first and second peripheral rotors. the Utilizer of FIG. 2A has rotors 40 and 24 made of integral hubs 40,, and 24,, integral with the abutments of the rotors.

As with the compressor, the Utilizer of FIG. 2A has a central shaft 12, and first and second ahafts 47 and 28 which connect respectively to gears 8, 50, and 34. And similarly to the compressor of FIG. 1A, the gears of FIG. 2A are interconnected one with the other to maintain the timed relationship of all three rotors.

Similarly to the compressor, the Utilizer of FIG. 2A has points designated M, Cl and C2 which are the centers of circles having arcs which define the shape of the piston and the valving abutment side faces. Also as in FIG. 1A, the Utilizer of FIG. 2A has a stationary disc or core 3, having arcuate cut-outs 3L and 3,.

As will be seen in the elevated view of the Symmetrical Utilizer of FIG. 2B, the casing supports the central rotor 2 on shaft 12 by means of bearings 5 and 6. Peripheral rotor 40 on shaft 47 is supported by bearings 44,, and 49 while rotor 24 is held by bearings 29,, and 33.

The main rotor shaft 12 of rotor 2 is fixedly connected to timing gear 8 while rotors 40 and 24 are also fixedly connected to gear 50 and 34 through their respective shafts 47 and 28. Two rotating carrier discs 2 and 2, are integral with the rotor 2 of FIG. 28 as in FIG 1B. The Utilizer of FIG. 2B also has a stationary core or disc 3,, with the rotor 2 rotating about it.

The shaft 12 of the central rotor 2 has an extension portion marked 12,, from which output power or torque may be derived.

Utilizer Operation With the application of compressed air or other fluids to the inlet ports 60, and 60,-, the first peripheral rotor 40 is forced to turn counterclockwise, the rotor 2 is turned clockwise, and the second peripheral rotor 24 is turned counterclockwise. During the course of this rotation, the intaken fluids are trapped between the pistons of rotor 2 and carried past channels 38, and 38,. to be exhausted at outlet ports 60,. and 60,. Likewise, rotor 40 traps the incoming fluids and carries them through chamber 76 to exhaust at outlet port 60,, while at the same time rotor 24 takes incoming fluid through inlet port 60,- through chamber to be exhausted at outlet port 60,.

The action of the intaken compressed fluids or gases causes rotation of all three rotors which are linked to gether through gears 8, 50, and 34 to provide a contin' uous torque on the output shaft 12,, from whence useful mechanical motion may be derived.

Referring again to FIG. 2A, it will be seen that the utilizer is similar to the compressor except that the inlet ports 60, and 60,- and the outlet ports 60, and 60,. are common to both rotors in the common-chamber areas 62 and 61, where the central chamber 38 overlaps with the peripheral chambers 76 and 75.

The symmetrical configuration of the utilizer permits the inlet and outlet ports to be interchanged for purposes of application of the driving fluid so as to cause reversal'of rotation of each of the rotors thus providing a torque output on shaft 12,, in a reverse direction than previously.

There is no dead center effect in any position of the rotors since the peripheral valving abutment rotors as well as the central piston abutment rotor all contribute to the output torque. If an odd number of pistonabutments are used in the central rotor and the two peripheralabutmentrotors are oriented apart (as shown in FIG. 2A), then the compressed fluid flow intake (and output torque) is very smooth since the end of a stroke on one peripheral rotor corresponds to the middle of a stroke on the other peripheral rotor.

The inlet ports on the two opposite sides of the Utilizer can be connected in common through an external ducting means, and the same may be done with the two outlet ports in order to make them common.

Description of Continuous Combustion Engine Referring to FIG. 3A which is an embodiment of the invention used as a basic continuous combustion engine, it will be seen that the previously described principles of the compressor and the utilizer are combined with a continuous combustion chamber to provide a constant pressure type internal combustion engine. Herein, considerable advantages are provided over my U.S. Pat. No. 3,640,252 and other prior art rotating abutment type engines all of which have a pulsating effect in the combustion process, while my present invention provides a smooth continuous combustion power effect.

Helpful reference may be had to my U.S. Pat. No. 3,640,252 wherein the exploded view of FIG. 3 of that patent wll help in visualizing the overall configuration and where, in so far as possible, I have carried forth herein the same numbered elements as closely as is possible.

In FIG. 3A, a casing is provided witha central chamber 38, and first and second peripheral chambers 76 and 75, and wherein there are common chamber area 62 and 61. A central rotor 2 rotates in the central chamber 38 while peripheral rotors 40 and 24 rotate in chambers 76 and 75 respectively. An intake or inlet port 60 admits fluids while an exhaust or outlet port 72 is used for venting of used fluids. The throat or side faces of inlet port 60 has enlarged walls at 60,, and 60,.

The central chamber 38 has an upper portion 38, which compresses intaken fluids and a lower portion 38,, wherein combusted fluids are expanded and removed to the exhaust port 72.

The central rotor 2 has a central shaft 12 on which is built a hub 2,,from which extend four pistons or lobes marked 2,, 2,, 2 and 2,,. Each piston has a head area 2,, and side faces, one of which is the leading face 2L and the other is trailing face 2,. These leading and trailing faces form the arcs of a circle whose center point is designated M. The pistons may also be described as piston-abutments or piston lobes. The central rotor 2 has a hollow area 'within it which are outlined by the line 2L,,.

The periphery of the hub 2,, is labelled 2,, and an arrow shown upon the hub designates a clockwise rotation.

The first peripheral rotor or valving rotor 40 has three abutments 40,, 40 and 40 protruding from hub 40,, whose periphery is marked 40,. The hub and abutments rotate on shaft 47 in the peripheral chamber 76 in the counterclockwise direction shown by the arrow. The line 40L, marked the internal hollow area of rotor 40. The side faces of the abutments follow an arc of a circle having its center at point C,.

The second peripheral rotor 24 operates in peripheral chamber 75 and has three abutments 24,, 24,, 24 extending from hub 24,, having a hub periphery 24,, the entire rotor being mounted on shaft 28. The outline of internal hollows of the rotor is marked by line 24L,,. The side faces of the peripheral rotor abutments form arcs of a circle whose center is designated at point C The second peripheral chamber 75 is made with an internal arcuate barrier wall 75b which forms an internal channel 68, between the lower and upper portions of chamber 75 in addition to sealing the cavity 75,, between the faces of the abutments of the second peripheral rotor. The lower portion of the chamber 75serves as an ignition-combustion area 68 and is provided with an ignition means 69 and fuel injector 69, which delivers fuel vapor to the combustion chamber.

The common-chamber area are shown at 61 and 62, and the casing 20 may be provided with fins 21 for extra cooling purposes.

In FIG. 3B is shown a side or elevation view of FIG. 3A wherein a casing 20 houses the central chamber and the two peripheral chambers holding the rotors 2,40, and 24.

The central rotor is hollowed out along the line 2L, with the abutments shown hatched solidly at 2,, and 2,. The central rotor shaft 12 has an output shaft portion 12,, and the central rotor 2 is held by a top bearing 5, a lower bearing 6 while the end portion 12,, has a seal 4. Attached to the rotor shaft 12 is a timing gear 8 having a gear pitch line 8,. The top part of shaft 12 has a hole or opening 16,, permitting cooling air to enter the piston interior 16,, where it may exit through hole 16, and 16,, into an open area 16,.

The casing 20 may have cooling air intake ports 17,, to bring air circulation into the interior of the engine. A centrifugal blower fixedly attached to shaft 12 draws cooling air from the interior of the rotors by way of oepn areas 16, and 16, and exhausts it out through an outlet in case 20 (not shown).

The first peripheral rotor 40 is shown held in place by bearings 44,, and 49 through its shaft 47. The interior hollow of rotor 40 is lined by line 40L,,. Cooling air intaken into area l7, may enter port 17, into the rotor interior and pass out through port 17,, into area 17,, where it may circulate around shaft 47 through passage 17; into passage 16;. The hatched area of rotor 40 shows the abutment 40,, while the opposite side of this first peripheral rotor has piston 2,, interleaved between abutments 40,, and 40, (not shown in FIG. 3B).

Similarly to rotor 40, there is shown in FIG. 3B the rotor 24 on shaft 28 and having a hollow interior outlined by 24L,,. The hatched area on the right shows abutment 24,, while atthe left is seen the piston 2, interleaved between abutments 24 and 24, (not shown in FIG. 3B). Bearings 29,, and 33 hold the rotor 24 in place, and (similarly to rotor 40) cooling air may enter the interior of'the abutment rotor 24.

The central rotor timing gear 8 intermeshes with gear 50 to rotor 40 and with gear 34 of rotor 24 to provide and continuous communiction for purposes of timing cooperation and for distribution of power between the three rotors.

Continuous Combustion Engine Operation Since a number of aspects'of this embodiment have similarity to my U.S. Pat. No. 3,640,252, reference to the description of operation in that patent may be helpful toward understanding of this embodiment, and are included herein by reference. Referring to FIG. 3A of this invention, combustion fluids are taken in through intake port and compressed into central chamber area 38, where rotation of rotor 2 deposits the compressed fluids into peripheral chamber 75. The turning rotor 24 entraps these fluids in the abutment cavity where further compression occurs as the piston 2,, enters the abutment cavity between abutments 24,, and 24, after which the compressed fluids enter the combustion chamber area 68. At this point, an ignition means such as sparkplug 69 ignites the fluids causing an expansion and heat generation which drives piston 2 further clockwise and to the left. Since the rotors are linked by gears 8, 34, and 50 (of FIG. 3B), the rotary power also transfers to rotors 24 and 40.

No particular timing is required of the ignition means 69 in combustion chamber 68 since the burning is a continuous burning rather than a pulsating burning. Channel 75,, carries or feeds back combusting fluids around in chamber 75 over to the area where fresh charge of compressed fluids'is being brought in by rotor 2 and its pistons. Further, with rotation of rotor 24, combusting gases are recirculated around through channel 75,, for re-entry into the area where rotor 2 is depositing freshly compressed charge where an enturbulence is made causing the mixing of fresh charge with partially combusted charge to bring about a thorough burning which will most substantially reduce and eliminate the undesired and noxious emissions so characteristic of the prior art internal combustion engines.

A fuel injector 69, is used to introduce fuel vapor into the charge moving through the channel 68,.

The expanding gases or fluid from the combustion chamber 68 further drive the pistons of rotor 2 and are also carried through channel 38,, by the side faces of the piston abutments over to the exhaust port 72 where, due to rotation of rotor 40 (which carries fluids such as fresh air) the exhaust gases or fluids are mixed with fresh air for final burning and cooling as they are being discharged through exhaust port 72.

Similarly to my U.S. Pat. No. 3,640,252, the sealing of the function-chambers 38 and 38,, is accomplished by the juxtaposition of the long head areas such as 2,, in proximity to the casing walls of the chamber 38. Likewise, the same is true for the rotor abutment heads 40, and 24,, juxtaposed to their respective casing chamber walls.

Further in this embodiment, the interleaving between the pistons and abutment cavities follows the form described hereinbefore in the previous embodiments, and also later described in conjunction with FIGS. 4A and 4B.

The overall combustion process of this embodiment of the invention permits a constant pressure expansion of the intaken air of fluids coming through the intake port whereby the combustion chamber by-products are applied together with their generated heat to the intaken charge. The combusting by-products from the combustion chamber expand into the expansion chamber area (68, and the upper area of 75) which is all times common with the continuous combustion chamber 68, and the expansion pervades into the cavities between the second rotor abutment at a relatively constant rate.

Neither the combustion chamber area 68 or the abutment rotor cavities of rotor 24 are exposed to the exhaust port 72 at any time so that the only means by which the products of combustion can escape is through channel portion 38,, at the end of the expansion phase of the piston rotor and after the next succeeding piston has blocked off the expansion channel 38,, from communication with the combustion chamber 68, as also was previously explained in my U.S. Pat. No. 3,640,252.

As each piston arrives in about the middle of the expansion channel 38,, some of the combustion products are trapped in the cavity between adjacent rotor abutments and are carried around the abutment channel 75,, to be combined with fresh fluids or fresh air charge from the compressor function-channel 38 at the same operating pressure as the combustion chamber 68 pressure. This constitutes a most important improvement factor since it provides the means for conserving large amounts of heat and conserves the working media without the expenditure of any extra work during the process.

The valving abutment rotor 24 performs a function similar to that of the displacer piston in the Sterling Hot-Air Engine. The recycling of hot combustion products back into the fresh air stream from the piston compressor of the main rotor 2, therefore, constitutes a closed cycle heat-regenerating process within the overall combustion process. Further, this closed cycle provides for the conservation of large portions of the combustion products that are useful as working media for further expansion, and also as damping media to control the maximum temperature of the combustion process for the reduction of nitrous oxide emissions.

The recycled heat not only provides energy for expansion but also preheats the incoming charge for improved vaporization within the combustion chamber 68.

The output of the compressor portion of the rotor piston 2 at the upper end of chamber provides a pulsating pressure since the compression is essentially an adiabatic process, but the channel 68, which communicates between the combustion chamber 68 and the piston compressor output at the top area of chamber 75, is relatively long and considerably larger in volume than the charge carried in a single impulse of compressed air from the compressor function of the rotor 2; therefore the woking pressure at the inlet to the combustion chamber 68 remains relatively constant.

The building up of working pressure in the channel 68, and in the combustion chamber 68 is entirely the result of the combustion process, since the volume of the channel 38 (utilizer) is the same as the volume of the channel 38 of the piston compressor.

At cranking speeds, in starting, and before combustion has begun, there is no buildup of working pressure. The pressure is only built up after, and by virtue of. the commencement of the combustion process since the working medium is thereby expanded and can only escape through each successive passing of the piston past the exhaust port after the combination chamber 68 has been blocked off from communication with the channel area 38 Engines of the prior art, such as the Breele U.S, Pat. No. 2,927,560, allow the combustion chamber and the abutment cavity or well to be scavenged and thereby make it impossible to build up a high working pressure or to allow the entrapped heat combustion products to be utilized for regenerative and damping purposes. This very unique feature of my invention is especially and significantly useful in improving the purity of the exhaust emissions, besides improving efficiency.

A further improvement, also provided in my U.S. Pat. No. 3,640,252, is the means for entrapping fresh air between the abutment cavities of the first peripheral rotor 40 (exhaust abutment rotor) whereby fresh air is carried around the inner channel of chamber 76 and into the exhaust port 72. The present invention and embodiment is further improved in that the intake port 60 is now common to both the abutment rotor 40 and piston rotor 2, and no auxiliary intake port is needed for displacing air into the exhaust port 72.

It is also of significance to point out that while the standard reciprocating piston-cylinder type engine requires a bidirectional set of two opposite motions, the above described embodiment is unidirectional in the sense that the piston rotor goes continuously in only one direction, thus allowing for a smooth continuous flow of power without excessive vibration or need-for balancing. It should also be pointed out that the embodiment of FIG. 3A minimizes the problem of sealing since the cooperation of the casing walls with the rotor abutments and the pistons together with the unique configuration of the interleaving elements, lays to rest once and for all, the prior art problem of sealing of cavities and function-chambers which move in a rapid fashion.

The use of a durable heat-insulating material, such as a ceramic, for construction of the rotors and engine casing with its continuous combustion chamber can provide further advantages in conservation of heat by eliminating the loss of heat in the cooling of engine parts and by allowing the inner surface of the combustion chamber and the channel 38,. to operate at a higher temperature for more efficient combustion of fuel.

No throttling of this engine embodiment is necessary or desirable since the operating temperature of the combustion process is lower for a given load if a maximum flow of air is allowed. Any excess air in the combu'stion chamber 68 serves as a directly heated working medium and allows the fuel/air mixture to remain very lean under normal to light loading. The maximum richness of fuel/air mixture under heavy loading is conveniently limited by limiting the relative fuel flow as such by use, for example, of a positive displacement fuel injection pump which is driven from the engine shaft. Throttling of the engine is preferably done by means of a variable relief system for controlling the fuel injection pressure.

The ignition means 69, such as a spark plug, in the combustion chamber 68 is mainly used for starting, but is also preferably fired eit-h er continuously or at an arbitrary rate to insure that the combustion process is not Piston and Abutment Geometry The following discussion is done in gradual portions so that it is necessary to read the entire section before a complete understanding of the principles involved is fully comprehended.

In regard to the interleaving and cooperative ar rangement of the peripheral rotor abutments (and peripheral rotor cavities) with the piston-abutments (and piston-rotor cavities), I have discovered a unique and critical configuration which provides an optimum geometrical relationship.

As previously described, the side faces of the pistons form arcs having or following a circle whose center has been designated as M. Similarly, the concave side faces of the peripheral valving rotor abutments are arcs which follow a curve of a circle having a center designated C (C, and C This configuration is a substantial improvement over any of the prior art forms of interleaving rotating abutment type energy converters, including that of my US. Pat. No. 3,460,252.

In the present invention, both of the convexly arcuate side faces of the pistons are formed by opposite sides of a single circle. Subsequently thus, the arcuate faces of the peripheral abutments are very simply derived from the passage of the piston circle between the cavity formed by the side faces of the two adjacent abutments of each peripheral rotor.

By using the peripheral abutment rotor (as described above) as a stationary reference frame, I have found that the motion of the center point M of the piston circle describes a prolate epicycloidal path relative to the abutment rotor whereby and in which the central rotor timing gear (element 8 of FIG. 3B) pitch lines are the rolling circles involved in the generation of the prolate epicycloidal curve shown as M, M and M" in FIG. 4A

An epicycloidal curve is that curve described by a point (P) on the circumference of a rolling? circle (of radius a) which rolls along the outside circumference of a fixed circle (of radius b). When the generating point (P) is beyond radius (a), then the curve of point P is called a prolate epicycloidal curve.

In the present invention, the epicycloidal curve is deemed prolate because the center of the pistoncircle M (or the generating point), is beyond the pitch circle (8p) of the gear 8. This pitch circle of the gears (which can be called the rolling circle) may be larger or smaller in radius than the fixed circle.

It should be noted from FIG. 3B that the timing gears 50, 8, are of unequal pitch diameter. However, since the center point M of the piston circle is slightly beyond the pitch circle this factor makes the generating point beyond the rolling circle bringing about the prolate characteristic wherein the generating point is beyond the rolling circle a, shown in FIG. 4A.

The ideal shape of the abutment side faces is therefore essentially epicycloidal since the entire piston cirele operates as an enlarged generating point. As will be seen in FIG. 4A with reference to the peripheral rotor abutments, the sharp junction of the abutment head line (40,.) with the abutment side face line (40L and 40,) is rounded off so as to provide extra clearance for the piston side faces as they follow their epicycloidal line into the cavity of the peripheral rotor. Thus the outside corners of the peripheral abutments are removed to eliminate any interference problem and allow greater machining tolerance to the piston-abutments.

Since a liberal clearance is allowed between the piston faces and the peripheral rotor abutment faces and corners, it is not necessary to form the abutment faces of the peripheral rotor precisely according to the ideal epicycloidal curves. However, since these curves are very nearly circular, it will be adequate to make a circular approximation of the involved sections of the prolate epicycloidal curves.

Thus, the main curve of the abutment side faces are established with a circular curve that is of approximate radius to and so juxtapositioned to the ideal curve so as to have all of the ideal curve within the circular approximation, as will be later seen in FIG. 4A.

Likewise, the cut-off outside corners of the peripheral rotor abutments constitute a circular approximation and are of appropriate radius and juxtaposition so that the corner circular approximation is entirely within the ideal curve.

In order to provide a uniform clearance between the piston faces and the peripheral rotor abutment faces, the actual piston circle radius is made slightly smaller (in the amount of approximately 2 to 5 percent) than the ideal piston circle used to generate the ideal prolate epicycloidal curves of the abutment faces and corners.

The above-described means for interleaving of piston and abutments is extremely versatile such that variations of the major and minor piston radii and major and minor peripheral rotor abutment radii are exceptionally useful in adapting these rotors to embodiments of both lobe-type rotors and carrier-disc type rotors where one or both ends of each piston or abutment is supported by a rotary disc having pistons or abutments protruding from one of or both faces thereof.

The above mentioned versatility of my invention including this rotating abutment means also allows for variability in dimensional relationships for optimization of any given rotary energy converter design without altering the basic discovery and formula by which the abutment curves are derived from the piston circle. Thus the needed freedom of design is provided for the many and varied applications of the invention.

Referring to FIG. 4A, there will be seen an enlarged and partial view of a-peripheral rotor abutment and cavity shown for example, as abutments 40,, and 40 with the peripheral rotor cavity therebetween the side faces 40L and 40,. The center of the peripheral rotor shaft is shown as 47 Thehub of the peripheral rotor is shown at 40 which is part of the hub circle designated as 40 By side reference to FIG. 33, it will be seen that the rotor 40 has a timing gear 50 having a gear pitch-line circle labelled 50 Now referring to FIG. 4A, the pitch line circle 50 is shown as a reference circle or fixed circle for geometrical purposes whereby it will be used as a reference about which a rolling circle 8,, will be rolled about the fixed circle, 50 as will be explained hereinafter.

The circle 8,, or rolling circle represents the gear pitch line 8 of gear 8 also shown in FIG. 3B. The previously described point M of FIG. 38 (as the center of the piston circles) will, during rotation of the piston rotorform a circle shown as M,. The point M is the center of the piston circle marked C with projected mOtiOnS labelled CM, CM2, CM3, CM4, CM5; CM6, CM7, and C The center point M is shown describing the curve MM'M" of a prolate epicycloid. The point C is used as the actual center of a circle whose circumference traces the abutment side faces.

Now, for analytical and geometrical purposes, by taking the peripheral abutment rotor 40 and its pitch line circle 50 as a stationary unmoving reference and then taking the piston circle C with its center point M and with its timing gear pitch-line 8,, as a rolling circle which is rolled around the fixed circle 50,, it will be seen that the center point M of the piston circle traces a curve designated M-M-M forming a prolate epicycloidal form. Since the center point M traces this form, then also the circumference (of the piston circle) C will also trace the path of a prolate epicycloid as seen in the series of circle labelled C through C which optimumly juxtapose into the cavity between the peripheral rotor abutment side faces 40L and 40,.

As the piston rotor 2 is (analytically and geometrically) moved about the stationary reference of the peripheral rotor 40, the circle designated LC12 is generated (as shown on FIG. 4A) by the center point of the piston rotor shaft 12.

Piston circles C and C show theoretically how the piston circles juxtapose into the abutment cavity (from C through C but since the hub circle 40, intrudes into the abutment cavity, the actual piston 2,, is made truncated at the line circle C This can also be observed in FIG. 3A where the piston has a truncated head area 2 The dotted line 2, shows how the piston circle eventually juxtaposes between the side faces of the abutments 40,, and 40 while at the same time the truncated head 2, of the piston avoids actual physical contact with the hub circle 40,

The head 40,, of the peripheral abutment rotor 40,, is made to have rounded off edges where the head line 40, meets the side faces 40L and 40 in order to allow greater tolerance in the machining of the pistons and the peripheral rotor abutments.

Referring to FIG. 48, there is shown further how versatile the interleaving arrangements may be accomplished. A diagrammatic sketch is shown of the piston rotor 2 having piston 2,, and 2,, which interleave with a typical peripheral rotor abutment 40,, having a head area 40, and its leading face 40L and trailing face 40,.

As shown, the side faces of the piston 2,, follow the arcs of a circle having its center at point M. However. it should be noted that the side faces 2L and 2,, which are centered on the point M, may be centered on a larger circle than the standard piston circle so that the side faces of the piston may be made to follow the curves 2L and 2L, as shown in FIG. 4B. In this event. it is not even necessary to round off the abutment rotor corners as was described in the discussions of FIG. 4A.

CONTINUOUS COMBUSTION ENGINE WITH RAM INTAKE DESCRIPTION A simple and inexpensive engine using specialized interleaving elements is shown in FIG. 5A. It may be described as a continuous combustion engine with ram intake and a stationary exhaust abutment. Only two moving rotors are required.

The engine is enclosed by a casing 20 having an opening or air intake 60, wherein air passes through a channel 60, past wall 60,, and 20 to the area 60,,.

A main rotor 2 has four lobes or abutments 2,,, 2 2 and 2, and wherein abutment side-face has a center point M.

The rotor 2 rotates in a chamber 38 to form functionchambers 38 and 38 for compression and expansion respectively. The rotor 2 is mounted on central shaft 12 which is fixedly attached to a timing gear 8 (as shown in FIG. 3B).

Interleaving with the main rotor 2 is a peripheral valving compression rotor 24 which rotates on shaft 28 and in a peripheral chamber 75. The rotor 24 has three abutments 24 24 and 24 each of which has concave side faces which are centered on a point marked C The peripheral rotor 24 has a central shaft 28 which is fixedly attached to a timing gear similar to that shown at 34 of FIG. 3B.

Communicating with chamber is a duct 68,, which is scooped into the top or bottom of the chamber 75 and which passes cool intake air above and below the peripheral rotor lobe-abutments 24,,, 24 and 24 to provide cooling.

A channel 75 is provided on one side of chamber 75 for cool air to pass along the skirt of a lobe abutment as 24b into a function-chamber 75;, where hot combustion gases are mixed with cool intake air, which mixed gases then pass through passage 75 into accumulator chamber 75 then through passage 68, into the combustion chamber 68.

At one end of the combustion chamber 68 is a fuelinjector igniter 69 which will be described in connection with FIG. 5B.

A wall 68,, forms one side of the combustion chamber 68 while the wall 75, forms one portion of the peripheral chamber 75. The wall 38,, is a barrier forming part of the central chamber 38. The wall 38,, forms one side of the central chamber 38 and the expansion function-chamber 38...

An exhaust port 72, provides for exit ofexhaust gases expelled from function-chamber 38...

FIG. B showsone form of igniter-fuel injector suitable for use as the element 69 of FIG. 5A.

The fuel injector igniter 69 is seen as composed of two elements which are inserted through the upper and lower walls of the combustion chamber. The first element is an spark plug 69,, which connects to a spark coil 90 to ground. The second element is a fuel injector 69,, also connected to ground and whose nozzle, 69 is spaced in proximity to the end of the spark plug so that ignitive sparking occurs from the spark plug over to the metallic casing supporting the nozzle. Thus injection of fuel into the cavity of the combustion chamber is accomplished by the fuel jet striking the end of the spark electrode and being deflected radially in all directions perpendicular to the fuel jet. Fuel vaporization is aided by the spark and the ignition of fuel is also accomplished.

OPERATION With reference to the above description of FIGS. 5A and 53, fresh air is intaken through port 60, and passes down the long channel or ram 60 where it is compressed in function-chamber 38 by a piston abutment lobe such as 2,, and passed to the common chamber area 61. The counterclockwise motion of valving rotor 24 carries a portion of the fresh air into functionchamber 75, where a portion of it is pushed into combustion chamber 68.

Another portion of the intaken compressed air passes over and under peripheral the abutment lobe such as 24,, into function-chamber 75,, through duct 68 and passage 75,, where it mixes with hot gases being recirculated by rotor 24. These mixed gases then pass through passage 75 to accumulator chamber 75,,, thence through passage 68; over in to the combustion chamber 68.

At this point the fuel injector-igniter 69 provides fuel injection and ignition to cause continuous combustion to drive a piston abutment such as lobe 2 in a clockwise direction where the burned gases exhaust through port 72,.

The turbulent mixing of hot gases with cool compressed air,which takes place in function-chamber 75,, and in the combustion chamber 68, provides a damping and cooling effect which dilutes the oxygen present with CO and CO and H 0. This damping effect, by thus diluting the quantity of pure oxygen present has a significant effect in eliminating the production of the undesirable nitrous oxide (NO,) emissions presently characteristic of reciprocating piston engines of the presently-used type, which flash and produce high compression to form the proper situation for production of (NO,). My engine is instrumental in keeping down the compression and temperature so that the required conditions for (NO production do not occur in the engine operating cycle.

The embodiment of FIG. 5 utilizes high pressure air from the compression of the rotors to cool the peripheral rotor 24 by permitting air to flow around the pcriphery of the abutments. The compressed air then combines with burned gases after which it flows to provide some cooling for the combustion chamber along wall 68,, and for the main chamber along wall 38,,.

The main piston rotor 2 is cooled by itsexposure to incoming cool air from the ram passage 60,. The ram air intake also provides a more constant flow of air into the intake air 60,, than a -simple intake port, since the kinetic energy of incoming air continues to flow around the lower portion of rotor 2 even when the compression function-chamber 38 is temporarily sealed during the rotary cycle.

CONTINUOUS COMBUSTION ENGINE WITH HIGH PRESSURE COOLING The rotary converter shown in FIG. 6 is an embodiment wherein hollow rotors are used (as illustrated in FIG. 38).

An engine casing 20 is arranged to provide a central chamber 38 and first and second peripheral chambers 76 and having peripheral valving rotors 40 and 24. Other elements are numbered as in the description of FIGS. 3A and 33, except for the added and distinctive features to be described hereinbelow in connection with FIG. 6.

Referring to FIG. 6: connecting the intake port 60 with the first peripheral chamber 76 is a duct 82 which permits cool intake air to pass into the internal hollow spaces (see FIG. 3B) of rotor 40 so as to exit at the top of rotor 40 and into another duct 83 where the fresh intaken air can be carried by the abutments of rotor 40 into the exhaust port area 72 for burning and cooling of exhaust gases being forced out from expansion function-chamber 38 Offset chambers 83,, (adjacent the first peripheral chamber), (adjacent the second peripheral chamber), and 68 (adjacent the second peripheral chamber) are also provided.

The second peripheral chamber 75 has an offset chamber 80 which connects to an under duct 80,, under, but not common with peripheral chamber 75. Duct 80,, connects with another duct 80,, which carries fluids from 80,, to the bottom of main rotor 2, and to the bottom of rotor 24 and up through its hollow internal areas to exit at the top into a duct 80, where the fluids are carried to upper duct 80,, which is above but not common with chamber 75 and into the second offset chamber 68,, after which gases can pass through passages 68, and 68 into the combustion chamber 68. A fuelinjector-ignitor 69 as previously described, is provided in combustion chamber 68.

OPERATION The operation of this embodiment of FIG. 6 follows the basic operation of that described in FIGS. 3A and 3B but with the addition of the high pressure cooling features and the more optimal use of internally generated heat.

The cool intake air entering port 60 can pass through lower duct 82 through the hollows of rotor 40 to cool rotor 40 and pass through upper duct 83 into an offset chamber 83,. to enable rotor 40 to bring fresh cooling air into mixture with the exhaust gas at exhaust port 72 to burn further any unburned exhaust gas in addition to cooling the exhaust gases.

The compressed intaken air in function-chamber 38 is fed into the second peripheral chamber 75 and into offset chamber 80 and then to the lower duct 80,. It

then passes to connecting lower duct 80,, over to the lower end of the main rotor 2 and rotor 24; then passes internally through rotors 2 and 24 and out into upper duct 80 It then passes along the upper casing over to the top of rotor 24 through duct 80,, to offset chamber 68 and thence along the long passage 68, passage 68,, to combustion chamber 68.

It should be noted that the cooling action through the ducts and rotor hollow spaces is of a high pressure level since it occurs basically from the compression phase of the main rotor pressing cool air through ducts 80 80 80 and 80 Further the cooling action of ducts82 and 83 through the exhaust valving rotor 40 is pressurized by the counterclockwise action of exhaust rotor 40 into the exhaust port area 72. This motion of the exhaust rotor 40 also creates a vacuum action at intake port 60 to pull in fresh air.

The first offset chamber 80 (adjacent chamber 75) brings together compressed cool air with combustion gases from combustion chamber 68 due to counterclockwise motion of the valving rotor 24. This mixture circulates through rotors 2 and 24 to cool the rotors and at the same time picks up heat to be later used in the second offset chamber 68,, to feed back to the combustion chamber 68. This flow through passage 68, cools the lower wall 68 of combustion chamber 68 and insulates it from the lower outer wall of the casing while still permitting the heat of the fluid flow to be reintroduced into the combustion chamber. Thus the overall effect is to take heat that would be normally wasted, in order to make further use of it, while simultaneously using it for cooling since it is lower in temperature than the combustion chamber. This is deemed to be of significance in terms of efficiency since, in standard receiprocating piston engines, 30 percent or more of heat generated is completely lost and must actually be removed.

The embodiment of FIG. 6 may also be regarded as a heat displacer which transfers heat from undesireable areas to be useful in more desireable areas.

CONTINUOUS COMBUSTION ENGINE WITH THERMAL REACTOR DESCRIPTION As seen with reference to FIG. 7, there is shown distinctive an embodiment of a continuous combustion engine with an internal form of thermal reactor. A casing encloses three rotors comprising a central rotor 2, and first and second peripheral rotors 40 and 24. This embodiment basically follows those embodiments shown in FIGS. 3A, 3B, and FIG. 6 with the corresponding elements numbered the same, except for additional and distinctie elements which will be described herein.

An intake port 60 carries air into a long channel 60 to the intake area 60 The compression functionchamber 38,. carries a portion of the compressed cool intaken air into a first offset chamber 80 which connects to a lower duct 80,, forming a passage to the bottom end of rotor 2 and also the bottom of both valving rotors 40 and 24. The conducted air then can pass upward through the internal hollows of rotors 2 and 40 and 24 to the top of these rotors and then into upper duct 80',,. Upper duct 80',, connects to upper duct 80' which carries cooling air over to offset chamber 68, which communicates with combustion chamber 68 through passage 68, A long exhaust chamber 72,, is

provided with a throat 72,,, passage 72,, and exhaust port 72. A wall 68 separates the combustion chamber 68 from the exhaust passage 72.. A wall 38,. helps to form one portion of the central chamber 38.

Two small rods, 69, and 69,, of material such as tungsten carbide are provided near injector-igniter 69 to create turbulence for improved air-fuel mixing.

OPERATION Referring to FIG. 7, intake air enters through port 60 through passage 60, to area 60,,. A portion of the intaken air is scooped by rotor 40 into the exhaust chamber throat 72 to mix with ejected exhaust gas from rotor 2 to provide more complete burning of exhaust gas and subsequent cooling.

The major portion of intaken air at area 60,, is compressed by rotor 2 in function-chamber 38 and taken into combustion chamber 68 to feed the continuous combustion process which will drive the piston abutment-lobes of rotor 2.

Valving rotor 24 drives some of the combusting gases around into offset chamber for mixing with the com pressed intaken fresh air, which mixture is partially circulated through ducts 80 80' and 80' providing a cooling action due to the circulation through the internal hollows of rotors 40, 2 and 24, to be returned back into combustion chamber 68. Thus heat derived from the rotors is returned to enhance the combustion in chamber 68 while having also served a cooling function in the internal rotors Exhaust gases pushed by rotor 2 into throat 72, then mix with cool air as previously described to cool wall 68,, of combustion chamber 68. The long passage and gradual cooling through exhaust passage 72,, helps prevent the sudden temperature changes which tend to produce NO, emissions in ordinary engines. The long exhaust channel is also helpful in providing more com plete burning of the exhaust gases then would normally occur.

In this embodiment, all three rotors are cooled by the mixture of cool high pressure air and recycled gases. This mixture is further used to cool wall 38,, of central chamber 38.

Since this engine operates primarily as a constant pressure type engine, then when the exhaust gases are pushed into exhaust channels 72,, and 72,,, the pressure drop is very great. Thus, and assuming complete combustion has occured, the exhaust gas will cool very rapidly with the pressure drop, and this cooled-down exhaust gas can be used to further cool the wall 68,, of combustion chamber 68. But since the wall 68., passes heat to the exhaust gases, the cooling effect on the exhaust is given a time delay which further prevents occurence of the standard conditions which make for NO, production.

Further, this embodiment has a thermal reactor effect in that it tends to keep the engine at an even temperature due to the very long paths of circulation of the mixed gases.

CLOSED CYCLE EXTERNAL COMBUSTION ENGINE DESCRIPTION An embodiment of the invention which may be called a closed cycle external combustion engine is shown in FIG. 8. This unit has an internal sealed section containing a high heat latency fluid such as Argon which is isolated from an. external section where the heat is generated.

The external heat generation section takes in air at port 60 through a pre-heater passage 60, and around to a combustion chamber 68 containing a fuel-injectorigniter 69. Generated heat then passes through a long passage 72,, to the exhaust port 72.

An overall casing has cooling fins 21 on the cooling side of the sealed section; and sealed within the casing 20 are the main rotor 2, and first and second peripheral rotors 40 and 24. The previously described basic configuration of FIGS. 3A and 3B is followed with three internal chambers, with the central chamber 38 and first and second peripheral chambers 76 and 75. A first offset chamber 80 connects to a lower duct 80,, which carries fluids over to a second offset chamber 68,, which communicates with a heated area 68,,.

OPERATION Fresh air is intaken through port 60 and carried to combustion chamber 68 where fuel injector-igniter 69 causes combustion and heat to be generated through passage 72,.

The heat in passage 72,, heats wall 68,, causing the internal fluid, such as Argon, in area 68,, to heat up and expand. This expansion creates a pressure on the piston abutment lobe of rotor 2 turning it clockwise. Since rotor 2 is connected through timing gears (as seen in FIG. 3B) to rotors 40 and 24, they will also turn. Thus, hot internal fluid will be circulated by rotor 24 into offset chamber 80 where it mixes with cooler fluid as Argon coming from function-chamber 38 of rotor 2. The mixed fluids in offset chamber 80 are pushed through lower duct 80,, over to chamber 68,, for re entry into area 68, for further heat pickup.

The heated internal fluids in expansion functionchamber 38,, are pressed into chamber area 62 where they circulate through passage .62 adjacent cooling fins 21 for cooling of the Argon fluid, after which they enter the compression function-chamber 38 of rotor 2 for mixture with the hot fluid or Argon entering offset chamber 80.

The'circulation of the hot exhaust fluid, such as Argon, around the cooling area of fins 21 is expedited by the rotary action of exhaust valving rotor 40, (on shaft 47) which helps propel the hot exhaust fluid, as Argon, into passage 62 The application of external heat at 68, to the sealed Argon with the consequential motive pressure on the rotors provides mechanical power generation. This power generation is regulated according to the heat generated in chamber 68 and can be controlled by regulation of the fuel injector-igniter 69 depending on the amount of power desired to be generated. The output power take-off may be obtained from the shaft 12 (of rotor 2) through its outward extension l2, as seen in FIG. 3B.

The expansion of the working medium (sealedfluid) due to the external heating drives the engine'at' constant pressure which is built up by the second peripheral valving rotor 24 (on shaft 28) working against the expanding gases in the combustion chamber 68. When the expanding fluids in heat chamber area 68,-,;;pass

through expansion function-chamber 38, into the area 62, the fluids cool rapidly because of the sudden pressure drop. The external cooling means, shown as fins 21, further cool the exhaust fluids as they pass through passage 62,, which is the low pressure or cold side of the engine. Portions of the cooled fluids are drawn into compression function-chamber 38 and other portions 7 are drawn by exhaust peripheral valving rotor 40 back intoarea 62 for further cooling circulation.

The second peripheral rotor 24 also recycles heat from the heat chamber area 68,, into offset chamber and back into the heat chamber area 68,, so that the heat of the recycled fluid is used again to contribute to the expansion process. This is similar in principle to the action of the displacer piston and the fine-mesh used in the Sterling hot air engine. However, my embodiment does not require the fine metallic mesh of Sterling since the hot expanding fluids are mixed with the compressed cool fluids for heat recycling in the expansion process.

With the foregoing specification, I have described my invention for Rotary Converters having specialized interleaving elements together with various embodiments showing how my invention has broad and general applicability to a wide variety of apparatus and equipment serving a variety of purposes. I thus make the following claimsf What is claimed is:

1. An engine powered from an external energy source comprising:

a. a casing forming a sealed cavity and forming internally a central chamber and first and second pe ripheral chambers;

b. a central rotor in said central chamber and first and second peripheral rotors in said first and second peripheral chambers, each of said rotors having a hub with extending protrusions;

c. connection means for timing said central rotor in an interleaving relationship with said first and second peripheral rotors during the rotary cycle;

(I. a high heat latency fluid for storage in said sealed cavity;

e. a heat'receiving chamber communicating-with said central and said second peripheral chambers;

f. means for application of heat energy to said heatreceiving chamber;

g. means for heat removal from said first peripheral chamber.

2. The engine of claim 1 including: I

h. an offset chamber communicating with said second peripheral chamber;

i. passage means connecting said offset said heat-receiving chamber.

3. An engine powered from an external energy source comprising:

a. a casing forming a sealed cavity and forming, in-

ternally within said cavity, a central chamber and first and second peripheral chambers;

b. a central rotor in said central chamber and first and second peripheral rotors in said first and second peripheral chambers, each of said rotors having a hub with extending protrusions;

c. connection means for moving the protrusions of said central rotor in timed interleaving relationship with the space gaps formed by the protrusions of said first and second peripheral rotors during the rotory cycle;

. a high heat latency fluid for storage in said sealed cavity;

e. a heat-receiving chamber communicating with said central and said second peripheral chambers;

chamber to f. means for application of heat energy to said heatreceiving chamber;

g. means for heat removal from said first peripheral chamber;

and wherein the protrusions of said central rotor have side faces which are convexly arcuate and which follow the arc of a circle having a center.

4. The system of claim 3 including:

h. an offset chamber communicating with said second peripheral chamber; i. passage means connecting said offset chamber to said heat-receiving chamber; j. means for circulating heated internal fluids in proximity to said means for heat removal. 5. The system of claim 4- wherein: said means for application of heat energy includes a preheater passage for passing incoming fluids in proximity to a heated portion of the casing. 6. The system of claim 4 wherein: said means for application of heat energy includes an external combustion chamber and fuel-injector igniter for providing heat in proximity to said heat receiving chamber.

* l= k k 

1. An engine powered from an external energy source comprising: a. a casing forming a sealed cavity and forming internally a central chamber and first and second peripheral chambers; b. a central rotor in said central chamber and first and second peripheral rotors in said first and second peripheral chambers, each of said rotors having a hub with extending protrusions; c. connection means for timing said central rotor in an interleaving relationship with said first and second peripheral rotors during the rotary cycle; d. a high heat latency fluid for storage in said sealed cavity; e. a Heat-receiving chamber communicating with said central and said second peripheral chambers; f. means for application of heat energy to said heat-receiving chamber; g. means for heat removal from said first peripheral chamber.
 2. The engine of claim 1 including: h. an offset chamber communicating with said second peripheral chamber; i. passage means connecting said offset chamber to said heat-receiving chamber.
 3. An engine powered from an external energy source comprising: a. a casing forming a sealed cavity and forming, internally within said cavity, a central chamber and first and second peripheral chambers; b. a central rotor in said central chamber and first and second peripheral rotors in said first and second peripheral chambers, each of said rotors having a hub with extending protrusions; c. connection means for moving the protrusions of said central rotor in timed interleaving relationship with the space gaps formed by the protrusions of said first and second peripheral rotors during the rotory cycle; d. a high heat latency fluid for storage in said sealed cavity; e. a heat-receiving chamber communicating with said central and said second peripheral chambers; f. means for application of heat energy to said heat-receiving chamber; g. means for heat removal from said first peripheral chamber; and wherein the protrusions of said central rotor have side faces which are convexly arcuate and which follow the arc of a circle having a center within the protrusion body; and wherein the protrusions of said peripheral rotors have concave side faces forming space gaps which follow the arc of a circle whose center is outside of the body of the protrusion; and wherein the center point of the circle for the side faces of the central rotor protrusions describes the path of a prolate epicycloid with respect to the peripheral rotor when said peripheral rotor is regarded as a stationary reference about which the central rotor is revolved.
 4. The system of claim 3 including: h. an offset chamber communicating with said second peripheral chamber; i. passage means connecting said offset chamber to said heat-receiving chamber; j. means for circulating heated internal fluids in proximity to said means for heat removal.
 5. The system of claim 4 wherein: said means for application of heat energy includes a preheater passage for passing incoming fluids in proximity to a heated portion of the casing.
 6. The system of claim 4 wherein: said means for application of heat energy includes an external combustion chamber and fuel-injector igniter for providing heat in proximity to said heat-receiving chamber. 